CN114294415A - Double-clutch two-gear speed change device with locking mechanism - Google Patents
Double-clutch two-gear speed change device with locking mechanism Download PDFInfo
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- CN114294415A CN114294415A CN202210011548.0A CN202210011548A CN114294415A CN 114294415 A CN114294415 A CN 114294415A CN 202210011548 A CN202210011548 A CN 202210011548A CN 114294415 A CN114294415 A CN 114294415A
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Abstract
The utility model provides a two separation and reunion two-gear speed change gear with locking mechanism, this gearbox is equipped with input shaft, first gear pair, second gear pair, first gear clutch subassembly, second gear clutch subassembly, locking mechanism, output shaft, differential mechanism assembly and hydraulic system, the input and the input shaft of first gear pair, its output pass through first gear clutch subassembly or locking mechanism and output shaft connection, the input of second gear pair with input shaft, its output pass through second gear clutch subassembly with output shaft connection, first gear clutch subassembly and second gear clutch subassembly are arranged in parallel at interval respectively on the output shaft, the output and the differential mechanism assembly of output shaft are connected. The two-gear speed changing device of the invention does not interrupt power when shifting gears. On the other hand, the locking mechanism is arranged on the first gear pair, and when the vehicle is started, power is transmitted through the locking mechanism, so that quick cold start is realized. The invention also has the characteristics of low energy consumption, small volume and the like.
Description
[ technical field ] A method for producing a semiconductor device
The invention relates to the field of gearboxes, in particular to a double-clutch two-gear speed change device which has the advantages of uninterrupted power during gear shifting, quick response during cold starting and small size and is provided with a locking mechanism.
[ background of the invention ]
The development of new energy automobiles is a national important development strategy. The pure electric vehicle is one of the main development directions of new energy development. In order to improve the operating efficiency of the electric machine, two-speed transmissions are being widely studied. At present, most of the mainstream two-gear gearboxes on the market are AMT-shaped synchronizers or sliding sleeve gear shifting, and the gearboxes always have power interruption due to the innate structures, so that the driving experience of a driver is seriously influenced. The problem of gear shifting power interruption can be solved by adopting a double-clutch scheme, however, the existing double-clutch scheme is mainly characterized in that an electric control mechanical execution mechanism compresses a friction plate, or a hydraulic system high-pressure oil is adopted to compress the friction plate. The electronic oil pump is adopted, and compared with a mechanical pump, the electronic oil pump has the defects that the response speed of a hydraulic system is slow when the vehicle is cold started at low temperature, and the purpose of quick starting of the vehicle cannot be met. Therefore, how to realize a two-gear transmission with no shock during gear shifting, quick response during cold starting and small size becomes an objective requirement.
[ summary of the invention ]
The present invention is intended to solve the above problems, and provides a double clutch two speed transmission having a lock mechanism which has no shock at the time of gear shift, quick response at the time of cold start, and a small size.
In order to achieve the purpose of the invention, the invention provides a double-clutch two-gear speed changing device with a locking mechanism, the speed changing device is provided with an input shaft, a first gear pair, a second gear pair, a first gear clutch assembly, a second gear clutch assembly, a locking mechanism, an output shaft, a differential assembly and a hydraulic system, the input end of the first gear pair is connected with the input shaft, the output end of the first gear pair is connected with the output shaft through the first gear clutch assembly or the locking mechanism, the input end of the second gear pair is connected with the input shaft, the output end of the second gear pair is connected with the output shaft through the second gear clutch assembly, the first gear clutch assembly and the second gear clutch assembly are respectively arranged on the output shaft in parallel at intervals, the output end of the output shaft is connected with the differential assembly, and the output end of the output shaft is connected with the differential assembly
When the vehicle starts, the locking mechanism is connected with the output end of the first gear pair, power is transmitted to the locking mechanism through the first gear pair by the output shaft and then transmitted to the differential assembly by the output shaft, and the differential assembly transmits the power to the wheels, so that quick cold start response is realized;
when the vehicle runs to the gear shifting speed of the upshifting, the locking mechanism is separated from the output end of the first gear pair, and meanwhile, the first gear clutch assembly is connected with the output end of the first gear pair under the action of the hydraulic system to enter a first gear running mode; when gear shifting is needed, the first gear clutch assembly is controlled to be separated from the output end of the first gear pair, the second gear clutch assembly is connected with the output end of the second gear pair under the action of a hydraulic system, and a second gear running mode is entered, so that the uninterrupted gear shifting power is realized;
when the vehicle downshifts, the second gear clutch component is separated from the output end of the second gear pair under the action of a hydraulic system, the first gear clutch component is connected with the output end of the first gear pair and enters a first gear running mode, then the first gear clutch component is separated from the output end of the first gear pair under the action of the hydraulic system, the locking mechanism is combined, and first gear power is transmitted by the locking mechanism.
Furthermore, the first gear clutch component comprises a clutch outer hub, a first friction plate set, a first gear clutch inner hub, a first pressure plate, a first return spring and a first fixing ring, one end of the clutch outer hub is connected with one end of the first friction plate set, the other end of the first friction plate set is connected with the output end of the first gear pair through the inner hub of the first gear clutch, one end of the first pressure plate is contacted with the first return spring, the other end of the first return spring is close to the first friction plate group, the first return spring is arranged between the first pressure plate and the first fixing ring, the pressure oil of the hydraulic system acts on the first pressure plate to enable the first pressure plate to compress the first friction plate set, and the power output by the output end of the first gear pair is transmitted to the output shaft through the first friction plate set and the clutch outer hub.
Furthermore, the clutch outer hub is a hollow cylinder, a first cavity with an opening facing the first gear pair is formed in one side, away from the output shaft, of the clutch outer hub, the first friction plate set is contained in the first cavity, a second cavity with an opening facing the first gear pair is formed in one side, close to the output shaft, of the clutch outer hub, the second cavity is communicated with the first cavity and used for containing the first pressure plate, and a first step is arranged between the first cavity and the second cavity.
Further, second gear clutch components includes second friction plate group, second pressure disk, second return spring and the solid fixed ring of second, the one end of second friction plate group with the outer hub of clutch is connected, its other end with the vice output of second gear is connected, the one end and the second return spring contact of second pressure disk, its other end are close to second friction plate group, second return spring locates the second pressure disk with between the solid fixed ring of second, hydraulic system's pressure oil acts on the second pressure disk, makes the second pressure disk compress tightly second friction plate group, and the power of the vice output of second gear is transmitted to the output shaft through the outer hub of clutch through second friction plate group.
Furthermore, the clutch outer hub is a hollow cylinder, a third cavity with an opening facing the second gear pair is arranged on one side, away from the output shaft, of the clutch outer hub, the second friction plate set is contained in the third cavity, a fourth cavity with an opening facing the second gear pair is arranged on one side, close to the output shaft, of the clutch outer hub, the fourth cavity is communicated with the third cavity and used for containing the second pressure plate, and a second step is arranged between the third cavity and the fourth cavity.
Furthermore, the locking mechanism comprises a sealing cover plate, a push disc, a release bearing, a push rod, a third return spring, a cylindrical pin and a combination sleeve, the sealing cover plate is connected with the shell in a sealing mode, a pressure oil cavity is formed between the push disc and the sealing cover plate, the outer ring of the release bearing is connected with the push disc, the inner ring of the release bearing is connected with the push rod, the push rod is arranged in the output shaft, the third return spring is arranged on one side, far away from the push disc, of the push rod and abutted to the end portion of the push rod, a connection hole is formed in one end, close to the third return spring, of the push rod, the cylindrical pin is arranged in the connection hole, the combination sleeve is arranged at the end portion of the cylindrical pin and connected with the output shaft, and the combination sleeve is combined with or separated from the inner hub of the first-gear clutch so as to achieve locking or separation of the locking mechanism.
Further, the combination cover is the muff-type body, the central authorities of combination cover are equipped with the through-hole of holding cylindric lock, the periphery of combination cover is equipped with the external splines, and its inner bore is equipped with the internal splines, be equipped with on the hub in the first grade clutch with external splines matched with combines the tooth, the combination cover through external splines and combination tooth with hub combination or separation in the first grade clutch, the combination cover through the internal splines with output shaft sliding connection, the both ends of combination cover are equipped with and are used for the spacing locating pin of cylindric lock riveting.
Furthermore, two waist-shaped grooves are symmetrically formed in the output shaft, and when the push rod moves under the action of the third return spring or the pressure oil, the cylindrical pin moves in the waist-shaped grooves.
Furthermore, the first-gear pair comprises a first-gear driving wheel and a first-gear driven wheel, the first-gear driving wheel is connected with the input shaft, the first-gear driven wheel is meshed with the first-gear driving wheel, and the output end of the first-gear driven wheel is connected with the output shaft; the second gear pair comprises a second gear driving wheel and a second gear driven wheel, the second gear driven wheel is connected with the input shaft, the second gear driven wheel is meshed with the second gear driving wheel, and the output end of the second gear driven wheel is connected with the output shaft.
Furthermore, the differential assembly is connected with the output shaft through a main reduction gear assembly, the main reduction gear assembly comprises a main reduction driving gear and a main reduction driven gear, the input end of the main reduction driving gear is connected with the output shaft, the output end of the main reduction driving gear is meshed with the main reduction driven gear, the output end of the main reduction driven gear is connected with the differential assembly, and the differential assembly drives a half shaft through a half shaft gear so as to transmit power to wheels.
The invention effectively solves the problems of power interruption, slow response of a hydraulic system during cold start, large volume and the like existing in the gear shifting of the conventional two-gear speed change device. The two-gear speed changing device of the invention switches between a torque phase and an inertia phase through the first gear clutch assembly and the second gear clutch assembly when in gear shifting, thereby solving the problem of gear shifting power interruption. On the other hand, the locking mechanism is arranged on the first gear pair, and power is transmitted through the locking mechanism when the vehicle starts, so that the quick cold start response can be realized, and the problem of slow response of the cold start of the vehicle is solved. And when the first gear works, the power transmission can be realized by means of the locking mechanism, and the hydraulic system of the first gear clutch assembly only needs to work when the gear shifting point is approached, so that the power consumption is reduced. In addition, under most conditions, the power transmission of the first gear is completed through the locking mechanism, so that the number and the diameter of friction plates in the first gear clutch assembly can be reduced, the size of the gearbox can be reduced, and the whole vehicle arrangement is facilitated.
[ description of the drawings ]
Fig. 1 is a transmission schematic diagram of the present invention.
Fig. 2 is a schematic structural diagram of the present invention.
Fig. 3 is a shift route map and a gallery route map of the present invention.
Fig. 4 is a schematic structural view of the lock mechanism of the present invention.
Fig. 5 is a schematic view of the structure of the coupling sleeve of the present invention.
[ detailed description ] embodiments
The following examples are further illustrative and supplementary to the present invention and do not limit the present invention in any way.
Referring to fig. 1, the dual clutch two-speed transmission with a locking mechanism of the present invention includes a housing 100, and an input shaft 10, a first-speed gear pair 20, a second-speed gear pair 30, a first-speed clutch assembly 40, a second-speed clutch assembly 50, a locking mechanism 60, an output shaft 70, a differential assembly 80, and a hydraulic system (not shown) disposed in the housing 100. The input end of the first gear pair 20 is connected to the input shaft 10, the output end thereof is connected to the output shaft 70 through the first gear clutch assembly 40 or the locking mechanism 60, the input end of the second gear pair 30 is connected to the input shaft 10, the output end thereof is connected to the output shaft 70 through the second gear clutch assembly 50, and the output end of the output shaft 70 is connected to the differential assembly 80. The two-gear speed change device ensures that the power is not interrupted in the gear shifting process of the gearbox by switching between the first gear clutch assembly 40 and the second gear clutch assembly 50, and solves the problem of slow response of cold start of a vehicle by arranging the locking mechanism 60 on the first gear pair 20.
As shown in fig. 2, the housing 100 is formed by joining two half housings, and the shape and size of the housing 100 are set according to actual needs, which is not limited herein. An input shaft 10 is provided at an upper end of the housing 100, and one end of the input shaft 10 is fixed in the housing 100 and the other end thereof protrudes out of the housing 100. An output shaft 70 is provided in the middle of the housing 100, the axial direction of the output shaft 70 is parallel to the axial direction of the input shaft 10, and an accommodating cavity 71 is provided in the middle of the output shaft 70. The input shaft 10 is connected with a first gear pair 20 and a second gear pair 30 at intervals, wherein the first gear pair 20 comprises a first gear driving wheel 21 and a first gear driven wheel 22, the first gear driving wheel 21 is connected with the input shaft 10, the first gear driven wheel 22 is meshed with the first gear driving wheel 21, and the output end of the first gear driven wheel is connected with the output shaft 70, so that power is output to the output shaft 70 through the first gear pair 20. In this embodiment, the first-speed driven gear 22 is idly mounted on the output shaft 70 through the first needle bearing 23 so as to be idle when the first speed is not operated. The second gear pair 30 includes a second gear driving wheel 31 and a second gear driven wheel 32, the second gear driven wheel 31 is connected with the input shaft 10, the second gear driven wheel 32 is engaged with the second gear driving wheel 31, and the output end thereof is connected with the output shaft 70, so that the power is output to the output shaft 70 through the second gear pair 30. In this embodiment, the second-speed driven gear 32 is idly mounted on the output shaft 70 via the second needle bearing 33, so that idling is achieved when the second speed is not operated.
As shown in fig. 1 and 2, a first gear clutch assembly 40 and a second gear clutch assembly 50 are disposed in a housing 100, wherein the first gear clutch assembly 40 and the second gear clutch assembly 50 are disposed on an output shaft 70 in parallel and spaced apart to form a dual clutch power transmission, and a gear shifting process is performed by switching two clutches between a torque phase and an inertia phase, so that a gear shifting without power interruption can be realized.
As shown in fig. 2, the first-gear clutch assembly 40 is connected to or disconnected from the output of the first-gear pair 20 by a hydraulic system. Specifically, the first gear clutch assembly 40 includes a clutch outer hub 41, a first friction plate set 42, a first gear clutch inner hub 43, a first pressure plate 44, a first return spring 45, and a first fixing ring 46, wherein the clutch outer hub 41 is a hollow cylinder, a through hole for passing the output shaft 70 is provided in the middle of the clutch outer hub 41, and the clutch outer hub 41 is connected to the output shaft 70 through a spline. Wherein, a plurality of sealing rings are arranged in the inner hole of the clutch outer hub 41 and the outer diameter of the output shaft 70 in a matching way, so as to realize the sealing of the pressure oil. A plurality of cavities are respectively disposed on two inner sides of the clutch outer hub 41 for accommodating the first gear clutch assembly 40 and the second gear clutch assembly 50. Specifically, a first cavity 411 with an opening facing the first gear driven wheel 22 is disposed on a side of the clutch outer hub 41 away from the output shaft 70, the first cavity 411 is used for accommodating the first friction plate set 42, a second cavity 412 with an opening facing the first gear driven wheel 22 is disposed on a side of the clutch outer hub 41 close to the output shaft 70, the second cavity 412 is used for accommodating the first pressure plate 44, the second cavity is communicated with the first cavity 411, and a first step is formed between the second cavity 412 and the first cavity 411. The first friction plate group 42 is formed by combining a plurality of friction plates, one end of the first friction plate group 42 is connected with the inner wall of the clutch outer hub 41 through a spline, and the other end of the first friction plate group is connected with the first gear driven wheel 22, so that power is transmitted from the first gear driven wheel 22 to the output shaft 70 through the first friction plate group 42 and the clutch outer hub 41. In this embodiment, the first friction plate set 42 is connected to the first-gear driven wheel 22 through a first-gear clutch inner hub 43, wherein one end of the first-gear clutch inner hub 43 is connected to the first-gear driven wheel 22 through a bolt, and the other end thereof is connected to the first friction plate set 42 through a spline. A coupling tooth 431 is provided on the first-gear clutch inner hub 43 on the output shaft side. The first pressure plate 44 is disposed inside the second cavity 412, and has an inverted Z-shaped cross section, one vertical end of the first pressure plate 44 is close to the first friction plate set 42, the other vertical end of the first pressure plate 44 is in contact with the first return spring 45, the horizontal end of the first pressure plate 44 is disposed on the first step, and a first gear piston cavity 201 is disposed at an end of the first pressure plate 44 away from the first return spring 45. The first fixing ring 46 is disposed opposite to the first pressure plate 44, a cavity for accommodating the first return spring 45 is defined between the first fixing ring 46 and the first pressure plate 44, and a first collar 47 is disposed at an end of the first fixing ring 46 away from the first pressure plate 44, so that the first fixing ring 46 is fixed in the inner cavity of the clutch outer hub 41. In this embodiment, the first fixing ring 46, the first pressure plate 44, the first return spring 45 and the first retainer ring 47 form a balance chamber, and pressure oil enters the balance chamber along the oil passages to counteract a centrifugal force generated by residual oil in the first piston chamber 201 during high-speed rotation. When the pressure oil in the first hydraulic pressure chamber 201 acts on the first pressure plate 44, the first pressure plate 44 moves in the direction of the first friction plate set 42, and when the pressure oil moves to abut against the first friction plate set 42 and presses the first friction plate set 42, the first gear clutch assembly 40 operates, and at this time, the first gear driven wheel 22 outputs power to the output shaft 70 through the first friction plate set 42 via the clutch outer hub 41.
As shown in fig. 2, the second gear clutch assembly 50 includes a second friction plate set 51, a second pressure plate 52, a second return spring 53, and a second fixing ring 54. A third cavity 413 with an opening facing the second-gear driven wheel 32 is disposed on the side of the clutch outer hub 41 away from the output shaft 70, the third cavity 413 is used for accommodating the second friction plate set 42, a fourth cavity 414 with an opening facing the second-gear driven wheel 32 is disposed on the side of the clutch outer hub 41 close to the output shaft 70, the fourth cavity 414 is used for accommodating the second pressure plate 52, the second pressure plate 52 is communicated with the third cavity 413, and a second step is disposed between the third cavity 413 and the fourth cavity 414. The second friction plate set 51 is formed by combining a plurality of friction plates, one end of the second friction plate set 51 is connected with the inner wall of the clutch outer hub 41 through a spline, and the other end of the second friction plate set 51 is connected with the second-gear driven wheel 32, so that power is transmitted from the second-gear driven wheel 32 to the output shaft 70 through the second friction plate set 51 and the clutch outer hub 41. In this embodiment, the second-gear driven wheel 32 is provided with spline teeth, and the second-gear driven wheel 32 is connected to the second friction plate set 51 through the spline teeth. The second pressure plate 52 is arranged inside the fourth cavity 415, the cross section of the second pressure plate is inverted Z-shaped, one vertical end of the second pressure plate 52 is close to the second friction plate set 51, the other vertical end of the second pressure plate is in contact with the second return spring 53, the horizontal end of the second pressure plate is arranged on the second step, and one end of the second pressure plate 52, which is far away from the second return spring 53, is provided with a second gear piston cavity 202. A supporting plate extending to the second gear driven wheel 32 is arranged above the horizontal end of the second pressure plate 52 and used for supporting a second fixing ring 54, the second fixing ring 54 is arranged opposite to the second pressure plate 52, a cavity for accommodating the second return spring 53 is formed between the second fixing ring 54 and the second pressure plate 52, and a second clamping ring 55 is arranged at one end of the second fixing ring 54 far away from the second pressure plate 52, so that the second fixing ring 54 is fixed in the inner cavity of the clutch outer hub 41. In this embodiment, the second fixing ring 54, the second pressure plate 52, the second return spring 53 and the second collar 55 form a balance chamber, and hydraulic oil enters the balance chamber along the oil passages to counteract the centrifugal force generated by the residual oil in the second gear piston chamber 202 during high-speed rotation. When the hydraulic oil in the hydraulic pressure chamber acts on the second pressure plate 52, the second pressure plate 52 moves toward the second friction plate set 51, and when the second pressure plate moves to abut against the second friction plate set 51 and press the second friction plate set 51, the second-speed driven wheel 32 outputs power to the output shaft 70 through the second friction plate set 51 via the clutch outer hub 41.
As shown in fig. 2, 4 and 5, a locking mechanism 60 is provided in the housing chamber 71 of the output shaft 70, and the locking mechanism 60 is connected to or disconnected from the first-speed driven wheel 22 by the action of a hydraulic system. Specifically, the locking mechanism 60 includes a sealing cover plate 61, a push plate 62, a release bearing 63, a push rod 64, a third return spring 65, a cylindrical pin 66 and a coupling sleeve 67, wherein the sealing cover plate 61 is connected with the end of the housing 100 close to the first-gear pair in a sealing manner, and a sealing ring is arranged at the connection end of the sealing cover plate 61 and the housing 100, so that a pressure oil chamber 203 is formed between the sealing cover plate 61 and the inner side of the housing 100. A push disc 62 is arranged in the pressure oil chamber 203, the push disc 62 can move in the pressure oil chamber along the axial direction of the output shaft, an inner chamber is arranged on one side of the push disc 62 far away from the sealing cover plate 61, a separation bearing 63 is arranged in the inner chamber, the outer ring of the separation bearing 63 is connected with the push disc 62, and the inner ring of the separation bearing 63 is in interference fit with a push rod 64. The push rod 64 is coaxially disposed in the receiving cavity 71 of the output shaft 70, and a connecting hole 641 is disposed at an end of the push rod 64 away from the release bearing 63, and the connecting hole 641 is used for passing the cylindrical pin 66. A third return spring 65 is provided at an end portion of the push rod 64 near one end of the connection hole 641, and the third return spring 65 is in contact with the end portion of the push rod 64 to return the push rod 64. When pressure oil enters the pressure oil chamber 204, the push disc 62 is pushed to move axially under the action of the pressure oil, at this time, the outer ring of the release bearing 63 is stationary, the inner ring of the release bearing 63 is in interference fit with the push rod 64 and rotates at a high speed, and thus the push disc 62 pushes the push rod 64 rotating at a high speed to move axially under the action of the release bearing 63. As shown in fig. 2 and 5, a coupling sleeve 67 is provided at an end of the cylindrical pin 66, the coupling sleeve 67 is cylindrical, a through hole 671 for receiving the cylindrical pin 66 is provided at a center thereof, an external spline 672 is provided at an outer periphery thereof, an internal spline 673 is provided at an inner hole thereof, a spline matching the internal spline 673 is provided at an outer periphery of the output shaft 70, and the coupling sleeve 67 is slidably connected to the spline of the output shaft 70 through the internal spline 673, so that the coupling sleeve 67 can freely move along the spline of the output shaft 70. And positioning pins 674 are arranged at two ends of the combination sleeve 67 and used for riveting and limiting the cylindrical pin 66, so that the cylindrical pin 66 can push the combination sleeve 67 to realize locking or separation. The external spline 672 is engaged with the engaging tooth 431 of the first-speed clutch inner hub 43, and when the external spline 672 is engaged with the engaging tooth 431, the locking mechanism 60 is locked; when the pin 66 is pushed by the push rod 64, the external spline 672 is separated from the engaging tooth 431, and the locking mechanism 60 is separated. When the coupling sleeve 67 pushes the first-gear clutch inner hub 43 to be separated, the end of the push rod 64 compresses the third return spring 65 until the coupling sleeve 67 is separated from the first-gear clutch inner hub 43, and then the locking mechanism 60 is separated, and furthermore, the pressure of the pressure oil is adjusted to ensure the elastic force balance with the third return spring 65. When the third return spring 65 is in a compressed state and the locking mechanism 60 needs to be locked, the pressure of the control pressure oil is gradually reduced, the push rod 64 moves toward the engaging teeth 431 of the first-speed clutch inner hub 43 under the elastic force of the third return spring 65 until the external splines 672 of the engaging sleeve 67 are engaged with the engaging teeth 431, and the locking mechanism 60 is locked.
As shown in fig. 2, the output shaft 70 is provided with a waist-shaped groove 72, the position of the waist-shaped groove 72 corresponds to the position of the coupling sleeve 67, and the axial length of the waist-shaped groove 72 is greater than the axial length of the coupling sleeve 67. In this embodiment, two waist-shaped grooves 72 are symmetrically formed on the output shaft 70 at 180 °. When the push rod 64 moves under the action of the third return spring 65 or the pressurized oil, the cylindrical pin 66 moves in the kidney-shaped groove 72, and at the same time, the internal spline 673 of the coupling sleeve 67 is coupled with the output shaft 70, so that the coupling sleeve 67 is coupled with or separated from the first-speed clutch inner hub 43 during the movement, thereby achieving the locking and the separation of the locking mechanism 60.
As shown in fig. 1 and 2, a differential assembly 80 is provided at the output end of the output shaft 70, and the differential assembly 80 transmits the power output from the output shaft 70 to the wheels. Wherein the differential assembly 80 is connected to the output shaft 70 through a main reduction gear assembly 90. Specifically, the main reduction gear assembly 90 includes a main reduction driving gear 91 and a main reduction driven gear 92, the input end of the main reduction driving gear 91 is connected to the output shaft 70, the output end thereof is engaged with the main reduction driven gear 92, the output end of the main reduction driven gear 92 is connected to the differential assembly 80 through a bolt, and the differential assembly 80 drives the half shafts through the half shaft gears 81, thereby transmitting power to the wheels.
As shown in fig. 1, 2, 3 and 4, the operating principle of the two-clutch two-speed transmission with a locking mechanism of the present embodiment is as follows: when the vehicle is started, the coupling sleeve 67 is coupled with the coupling teeth 431 of the first-gear clutch inner hub 43 under the action of the third return spring 65, at this time, power is transmitted to the output shaft 70 through the input shaft 10, the first-gear driving gear 21, the first-gear driven gear 22, the first-gear clutch inner hub 43 and the coupling sleeve 67 in sequence, the output shaft 70 drives the main reduction driven gear 92 to rotate through the main reduction driving gear 91, and then the half shaft is driven through the half shaft gear 81 of the differential assembly 80, so that power is transmitted to the wheels. Because the power transmission is realized by the locking mechanism 60 when the vehicle is started, the cold start response of the vehicle is fast, and the problem of slow cold start response existing in the cold start of a hydraulic system is solved.
As shown in fig. 3 and 4, when the vehicle reaches the shift speed of the upshift with the locking mechanism 60 connected, the pressure oil enters the pressure oil chamber 203 through the first oil inlet hole 611 on the sealing cover plate 61, the pressure oil pushes the outer race of the release bearing 63 to move toward the third return spring 65 through the push plate 62, the push rod 64 moves toward the third return spring 65 and compresses the third return spring 65 under the action of the inner race of the release bearing 63, at this time, the cylindrical pin 66 moves in the kidney-shaped groove 72 of the output shaft 70 under the action of the push rod 64 and drives the engaging sleeve 67 to move toward the third return spring 65, so as to push the engaging sleeve 67 to separate from the engaging teeth 431 of the first-speed clutch inner hub 43, and thus the locking mechanism 60 is disengaged. Meanwhile, in the separation process of the locking mechanism 60, pressure oil enters the first gear piston cavity 201 from the first oil passage 204, the first pressure plate 44 is pushed to press the first friction plate set 42, the first friction plate set 42 transmits power to the output shaft 70 through the clutch outer hub 41, the output shaft 70 drives the main reduction driven gear 92 to rotate through the main reduction driving gear 91, and then the half shaft is driven through the half shaft gear 81 of the differential assembly 80, so that the power is transmitted to the wheels. When the first gear is transited to the clutch to transmit power, the gears are switched, at this time, the pressure oil of the first gear clutch assembly 40 is decompressed from the first gear piston cavity 201, the first friction plate set 42 gradually enters the friction sliding state until the first friction plate set is safely disengaged, the pressure oil of the second gear clutch assembly 50 gradually enters the second gear piston cavity 202 from the second oil duct 205 to push the second pressure plate 52 to press the second friction plate set 51, the second friction plate set 51 gradually enters the complete pressing state from the friction sliding state, so that the second friction plate set 51 transmits power to the output shaft 70 through the clutch outer hub 41, the output shaft 70 drives the main reduction driven gear 92 to rotate through the main reduction driving gear 91, and then drives the half shaft through the half shaft gear 81 of the differential assembly 80, so that the power is transmitted to the wheels, and the first gear is shifted to the second gear. The two-speed transmission of the present embodiment can realize power transmission by the locking mechanism 60 when operating in the first speed, and the hydraulic system of the first-speed clutch assembly 40 only needs to operate when approaching the shift point, thereby reducing power consumption.
When the second gear is shifted down to the first gear, the locking mechanism 60 is kept disengaged by the pressurized oil, and the first gear clutch assembly 40 and the second gear clutch assembly 50 are shifted. Pressure oil of the second gear clutch assembly 40 is gradually released from the second oil passage 205, the pressing force of the second pressure plate 52 is reduced, the second friction plate set 51 gradually enters a friction sliding state until the second friction plate set is completely disengaged, meanwhile, the pressure oil of the first gear clutch assembly 40 enters the first gear piston cavity 201 from the first oil passage 204 to push the first pressure plate 44 to press the first friction plate set 42, the first friction plate set 42 gradually enters a complete pressing state from the friction sliding state, the first friction plate set 42 transmits power to the output shaft 70 through the clutch outer hub 41, the output shaft 70 drives the main reduction driven gear 92 to rotate through the main reduction driving gear 91, and then drives a half shaft through the half shaft gear 81 of the differential assembly 80, so that the power is transmitted to wheels, and the second gear reduction is realized. When the first gear mode is switched, a gear shift control module (TCU) judges that the vehicle is in a downshifting running state for a long time through a Vehicle Control Unit (VCU) by collecting information such as an accelerator, a vehicle speed, a brake pedal, vehicle acceleration, a vehicle running road state and the like, the VCU sends a locking mechanism oil pressure release instruction to the TCU at the moment, oil pressure in a pressure cavity of a locking mechanism 60 is gradually released, a push rod 64 moves towards a push disc 62 under the action of a third return spring 65, the push rod 64 drives a combination sleeve 67 to move towards the push disc 62 through a cylindrical pin 66, at the moment, the rotation speed of the combination sleeve 67 and the combination teeth 43 on an inner hub 43 of the first gear clutch is synchronous, but the rotation angle is not synchronous, so that the combination sleeve 67 cannot be combined with the combination teeth 43, and when the TCU identifies the state, the TCU sends a pressure release instruction to the first gear clutch assembly 40, when the first friction plate set 42 is in a slip state, that is, the clutch outer hub 41 and the first-gear driven gear 22 have a difference in rotation speed, the coupling teeth 431 on the first-gear clutch inner hub 43 and the coupling sleeve 67 rotate relatively, the end surface of the coupling sleeve 67 has reverse taper teeth, and the reverse taper teeth are coupled with the coupling teeth 431 under the shifting force of the third return spring 65 to realize the locking of the locking mechanism 60, and thereafter, the first-gear clutch assembly 40 is disengaged, and the locking mechanism 60 transmits the first-gear power. Since the power transmission of the first gear is accomplished through the locking mechanism 60 in most cases, the number and diameter of the friction plates in the first gear clutch assembly 40 can be reduced, and the size of the transmission can be reduced, which is more favorable for the arrangement of the whole vehicle. When the vehicle is reversed, the power transmission is realized by the locking mechanism 60; when the vehicle is stopped, the lock mechanism 60 is kept locked by the third return spring 65.
Although the present invention has been described with reference to the above embodiments, the scope of the present invention is not limited thereto, and modifications, substitutions and the like of the above members are intended to fall within the scope of the claims of the present invention without departing from the spirit of the present invention.
Claims (10)
1. A double-clutch two-gear speed change device with a locking mechanism is characterized in that the gearbox is provided with an input shaft (10), a first gear pair (20), a second gear pair (30), a first gear clutch assembly (40), a second gear clutch assembly (50), a locking mechanism (60), an output shaft (70), a differential assembly (80) and a hydraulic system, wherein the input end of the first gear pair (20) is connected with the input shaft (10), the output end of the first gear pair is connected with the output shaft (70) through the first gear clutch assembly (40) or the locking mechanism (60), the input end of the second gear pair (30) is connected with the input shaft (10), the output end of the second gear pair is connected with the output shaft (70) through the second gear clutch assembly (50), the first gear clutch assembly (40) and the second gear clutch assembly (50) are respectively arranged on the output shaft (70) in parallel at intervals, the output end of the output shaft (70) is connected with a differential assembly (80), and
when the vehicle starts, the locking mechanism (60) is connected with the output end of the first gear pair (20), power is transmitted to the locking mechanism (60) through the first gear pair (20) from the output shaft (10) and then transmitted to the differential assembly (80) through the output shaft (70), and the power is transmitted to wheels through the differential assembly (80), so that quick cold start response is realized;
when the vehicle runs to the gear shifting speed of the upshifting, the locking mechanism (60) is separated from the output end of the first gear pair (20), and meanwhile, the first gear clutch assembly (40) is connected with the output end of the first gear pair (20) under the action of a hydraulic system to enter a first gear running mode; when gear shifting is needed, the first gear clutch assembly (40) is controlled to be separated from the output end of the first gear pair (20), the second gear clutch assembly (50) is connected with the output end of the second gear pair (30) under the action of a hydraulic system, and a second gear running mode is entered, so that the uninterrupted gear shifting power is realized;
when the vehicle downshifts, the second gear clutch assembly (50) is separated from the output end of the second gear pair (30) under the action of a hydraulic system, the first gear clutch assembly (40) is connected with the output end of the first gear pair (20), a first gear running mode is entered, then the first gear clutch assembly (40) is separated from the output end of the first gear pair (20) under the action of the hydraulic system, the locking mechanism (60) is combined, and first gear power is transmitted by the locking mechanism (60).
2. The dual clutch two-speed transmission with a locking mechanism according to claim 1, wherein the first-speed clutch assembly (40) includes a clutch outer hub (41), a first friction plate set (42), a first-speed clutch inner hub (43), a first pressure plate (44), a first return spring (45) and a first fixing ring (46), one end of the clutch outer hub (41) is connected to one end of the first friction plate set (42) and the other end thereof is connected to the output shaft (70), the other end of the first friction plate set (42) is connected to the output end of the first-speed gear pair (20) through the first-speed clutch inner hub (43), one end of the first pressure plate (44) is in contact with the first return spring (45) and the other end thereof is close to the first friction plate set (42), the first return spring (45) is disposed between the first pressure plate (44) and the first fixing ring (46), the pressure oil of the hydraulic system acts on the first pressure plate (44), so that the first pressure plate (44) presses the first friction plate set (42), and the power output by the output end of the first gear pair (20) is transmitted to the output shaft (70) through the first friction plate set (42) via the clutch outer hub (41).
3. The dual clutch two-speed transmission with a locking mechanism according to claim 2, wherein the clutch outer hub (41) is a hollow cylinder, a first cavity (411) with an opening facing the first gear pair (20) is formed on the side of the clutch outer hub (41) away from the output shaft, the first friction plate set (42) is accommodated in the first cavity (411), a second cavity (412) with an opening facing the first gear pair (20) is formed on the side of the clutch outer hub (41) close to the output shaft, the second cavity (412) is communicated with the first cavity (411) and is used for accommodating the first pressure plate (44), and a first step is formed between the first cavity (411) and the second cavity (412).
4. The dual clutch two-speed transmission with a lockup mechanism according to claim 2, wherein the second speed clutch assembly (50) includes a second friction plate set (51), a second pressure plate (52), a second return spring (53), and a second fixing ring (54), one end of the second friction plate set (51) is connected to the clutch outer hub (41), the other end of the second friction plate set is connected to the output end of the second gear pair (20), one end of the second pressure plate (52) is in contact with the second return spring (53), the other end of the second pressure plate (52) is close to the second friction plate set (51), the second return spring (53) is disposed between the second pressure plate (52) and the second fixing ring (54), and pressure oil of the hydraulic system acts on the second pressure plate (52) to press the second friction plate set (51) by the second pressure plate (52), the power output by the output end of the second gear pair (30) is transmitted to the output shaft (70) through the clutch outer hub (41) through the second friction plate set (51).
5. The dual clutch two speed transmission with locking mechanism according to claim 4, wherein the clutch outer hub (41) is a hollow cylinder, a third cavity (413) with an opening facing the second gear pair (30) is formed on the side of the clutch outer hub (41) away from the output shaft, the second friction plate set (51) is accommodated in the third cavity (413), a fourth cavity (414) with an opening facing the second gear pair (30) is formed on the side of the clutch outer hub (41) close to the output shaft, the fourth cavity (414) is communicated with the third cavity (413) and is used for accommodating the second pressure plate (52), and a second step is formed between the third cavity (413) and the fourth cavity (414).
6. The dual clutch two-speed transmission with a locking mechanism according to claim 2, wherein the locking mechanism (60) comprises a sealing cover plate (61), a push plate (62), a release bearing (63), a push rod (64), a third return spring (65), a cylindrical pin (66) and a coupling sleeve (67), the sealing cover plate (61) is connected with the housing in a sealing manner, a pressure oil chamber (204) is formed between the push plate (62) and the sealing cover plate (61), an outer ring of the release bearing (63) is connected with the push plate (62), an inner ring of the release bearing is connected with the push rod (64), the push rod (64) is arranged in the output shaft (70), the third return spring (65) is arranged on the side of the push rod (64) far away from the push plate (62) and abuts against the end of the push rod (64), and a connecting hole (641) is arranged at the end of the push rod (64) close to the third return spring (65), the cylindrical pin (66) is arranged in the connecting hole (641), the combination sleeve (67) is arranged at the end part of the cylindrical pin (66) and connected with the output shaft (70), and the combination sleeve (67) is combined with or separated from the first-gear clutch inner hub (43) to realize locking or separation of the locking mechanism (60).
7. The dual-clutch two-speed transmission device with the locking mechanism according to claim 6, wherein the coupling sleeve (67) is a sleeve, a through hole (671) for accommodating the cylindrical pin (66) is formed in the center of the coupling sleeve (67), an external spline (672) is formed in the periphery of the coupling sleeve (67), an internal spline (673) is formed in the inner hole of the coupling sleeve, coupling teeth (431) matched with the external spline (672) are formed in the first-speed clutch inner hub (43), the coupling sleeve (67) is coupled with or separated from the first-speed clutch inner hub (43) through the external spline (672) and the coupling teeth (431), the coupling sleeve (67) is slidably connected with the output shaft (70) through the internal spline (673), and positioning pins (674) for riveting and limiting the cylindrical pin (66) are formed at two ends of the coupling sleeve (67).
8. The dual clutch two speed transmission with locking mechanism according to claim 6, characterized in that the output shaft (70) is symmetrically provided with two waist-shaped grooves (72), and the cylindrical pin (66) moves in the waist-shaped grooves (72) when the push rod (64) moves under the action of the third return spring (65) or the pressurized oil.
9. A double-clutch two-speed transmission with locking mechanism according to claim 1, characterized in that said first-speed gear pair (20) comprises a first-speed driving pulley (21) and a first-speed driven pulley (22), said first-speed driving pulley (21) being connected to the input shaft (10), said first-speed driven pulley (22) being engaged with said first-speed driving pulley (21), the output end of which being connected to said output shaft (70); the second gear pair (30) comprises a second gear driving wheel (31) and a second gear driven wheel (32), the second gear driven wheel (31) is connected with the input shaft (10), the second gear driven wheel (32) is meshed with the second gear driving wheel (31), and the output end of the second gear driven wheel is connected with the output shaft (70).
10. The dual clutch two speed transmission with locking mechanism of claim 1, wherein the differential assembly (80) is connected to the output shaft (70) through a main reduction gear assembly (90), the main reduction gear assembly (90) includes a main reduction driving gear (91) and a main reduction driven gear (92), the input end of the main reduction driving gear (91) is connected to the output shaft (70), the output end of the main reduction driving gear is meshed with the main reduction driven gear (92), the output end of the main reduction driven gear (92) is connected to the differential assembly (80), and the differential assembly (80) drives the half shafts through a side gear (81), thereby transmitting power to the wheels.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210011548.0A CN114294415B (en) | 2022-01-06 | 2022-01-06 | Double-clutch two-gear speed change device with locking mechanism |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210011548.0A CN114294415B (en) | 2022-01-06 | 2022-01-06 | Double-clutch two-gear speed change device with locking mechanism |
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| CN114294415B CN114294415B (en) | 2023-05-09 |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0949567A (en) * | 1995-08-07 | 1997-02-18 | Isuzu Motors Ltd | Shift auxiliary device |
| CN208900649U (en) * | 2018-08-30 | 2019-05-24 | 苏州格特钠汽车技术有限公司 | A kind of two gear formula electric gear shift(ing)s of no shifting power interruption |
| CN109915554A (en) * | 2019-03-29 | 2019-06-21 | 王劼 | A kind of electric drive axle of retarder shift |
| CN212177713U (en) * | 2020-04-15 | 2020-12-18 | 洛阳拖拉机研究所有限公司 | Electric control double-hydraulic high-low gear speed change device |
| CN112303196A (en) * | 2019-07-23 | 2021-02-02 | 广州汽车集团股份有限公司 | Pure electric two-gear transmission system and vehicle |
-
2022
- 2022-01-06 CN CN202210011548.0A patent/CN114294415B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0949567A (en) * | 1995-08-07 | 1997-02-18 | Isuzu Motors Ltd | Shift auxiliary device |
| CN208900649U (en) * | 2018-08-30 | 2019-05-24 | 苏州格特钠汽车技术有限公司 | A kind of two gear formula electric gear shift(ing)s of no shifting power interruption |
| CN109915554A (en) * | 2019-03-29 | 2019-06-21 | 王劼 | A kind of electric drive axle of retarder shift |
| CN112303196A (en) * | 2019-07-23 | 2021-02-02 | 广州汽车集团股份有限公司 | Pure electric two-gear transmission system and vehicle |
| CN212177713U (en) * | 2020-04-15 | 2020-12-18 | 洛阳拖拉机研究所有限公司 | Electric control double-hydraulic high-low gear speed change device |
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| CN114294415B (en) | 2023-05-09 |
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Address after: 750000 office building on the west side of No. 3 Road, Jinfeng Industrial Park, Jinfeng District, Yinchuan City, Ningxia Hui Autonomous Region Applicant after: YINCHUAN WEILI TRANSMISSION TECHNOLOGY CO.,LTD. Address before: 750000 office building on the west side of No. 3 Road, Jinfeng Industrial Park, Jinfeng District, Yinchuan City, Ningxia Hui Autonomous Region Applicant before: YINCHUAN WEILI TRANSMISSION TECHNOLOGY CO.,LTD. |
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